Vehicle fault indicating apparatus

ABSTRACT

An apparatus for providing visual indications of vehicle faults including an indicator light array and improved means for selective spraying of vehicle members with a marking fluid.

O Unlted States Patent [151 3,662,168 Pelino et al. 1 May 9, 1972 [54]VEHICLE FAULT INDICATING 2,469,271 5/1949 Logan ..239/127 APPARATUS2,856,539 10/1958 Orthuber ..246/169 D 3,459,375 8/1969 Gofi'm ..239/1271 Inventors: William M Pellno; Raymond Moenlch; 3,461,284 8 1969 16 246169 D ni m Mchean, all of Richmond; 1,341,447 5/1920 Timm ..137/563James Hamblln, Highland p g all 3,089,168 5/1963 Blanford, 134/123 x ofVa. 3,175,564 3/1965 Baird et al 134 123 x 3 26l 369 7/1966 Thiele etal. ..134/123 1 [73] Ass'gnee Va 3,513,462 5/1970 Blakeney etal.,. 246169 x 22 Filed: Mar. 24, 1969 3,147,767 9/l964 GOSS ..239/127 ux 1 pp809,633 FOREIGN PATENTS OR APPLICATIONS 328,951 5/l958 Switzerland..246/169 D 52 US. (:1. ..246 169 1), 134/123, 239/127,

315/129 Primary Examiner-Arthur L. La Point [5 l Int. Cl. ..B6ll 3/06,861k 9/06 Assismnt Examiner-Gcorge H Libman [58 1 Field 61 Search..246/169 D; 239/127, 124, 126; c i Amonelli and 11111 [57 ABSTRACT [56]References Cited An apparatus for providing visual indications ofvehicle faults UNITED STATES PATENTS including an indicator light arrayand improved means for selective spraying of vehicle members with amarking fluid. R25,l59 4/1962 Johanson et al. ..246/169 D 2,424,2757/1947 Hansen et al. ..3 15/131 X 10 Claims, 7 Drawing FiguresPATENTEDMAY 9 m2 SHEET 1 BF 4 PATENTEDNAI 9 I972 3, 662, 168

SHEET 2 [1F 4 8M 90 6 LOGIC TIMING INDICATOR I ID 20 22 f I FAULT TRAINTRAIN I I DETECTDR PREsENCE DIRECTIDN I I J 76 HYDRAULIC 3o SYSTEM 26wMANIFOLD MANIFOLD 0 DIRECTIoN swITCII l TRAIN PRESENCE I oTB3-fi I was IREvERsE DIRECTIDN TBH VEHICLE FAULT INDICATING APPARATUS This inventionpertains generally to an apparatus for indicating vehicle faults, andmore particularly to an improved apparatus for automatically indicatingvehicle faults observed by associated fault-detecting means.

The need for fault-detectors and adequate indicating means therefor hasgrown as the number of vehicles, whether rail vehicles or others, hasincreased, and the railroad signaling art is replete withfault-detecting equipments of various types, including hotbox detectors,loose-wheel detectors, draggingequipment detectors and the like. Each ofthese fault-detectors has contributed to an increased potential in therailroad industry for preventing equipment damage of various extremes,including the disastrous affects of a derailment, with the attendantdamage to rolling stock, cargo and rails, and sometimes a resultant lossof life. However, a fault-detector is only as effective as theindicating means associated therewith, for no matter how accurate orfailure-proof a fault-detecting apparatus may be, it is relativelyuseless without an indicating means of comparable reliability andsophistication.

Unfortunately, the fault-indicating means heretofore available to therailroad industry leave much to be desired. One common type ofindicating means for a hotbox detector, for example, includes a railsidehotbox detector station positioned at some suitable location on arailroad track, with means for providing a recording at a remote controlstation, usually the nearest dispatchers office. The recording isusually effected by one or more pens in contact with a length of papermoving uniformly with time, with an observed fault constituting alateral deflection of the pen from the substantially linear traceotherwise produced. As will be understood by those familiar with thisart, the passage of the respective wheel trucks of the plurality of carsin a train proceeding past a hotbox detector station will provide slight(and substantially uniform) deflections of the recording pen for normaljournals or bearings therein, whereas a so-called hotbox or overheatedjournal or bearing will produce a lateral recording-pen deflection ofsignificantly greater amplitude,

in utilizing the foregoing prior art indicating means, an operator atthe recording station must, in the first place, read all the recordingsproduced by trains passing the hotbox detector station (even for thosetrains whose bearings are operating normally), since the firstindication of the presence of a hotbox constitutes his visualobservation of a relatively greater pen deflection on the recording.Employing the relatively smaller deflections as a count on the number ofcars (or, more specifically, the number of axles) in the train, thedispatcher can identify the number of cars in the train and instructpersonnel aboard the train as to the presence of a hotbox in a certaincar. The train personnel must then count the stated number of cars(either in a roll-by, or by walking along the idle train) and then findthe particular overheated bearing in question.

Accuracy in the foregoing prior-art system depends, unfortunately, uponseveral human factors. For example, the personnel in the dispatchersoffice may become fatigued from the reading of a plurality of recordingsin a given workday, and as a result, they may fail to observe a hotboxindication on the recording. Assuming that the fault indication isobserved, however, there is then the problem of counting accurately thenumber of axles on the train, as observed on the recording. If the trainincludes some 100 cars, each with four axles, the count, even to amid-point on the train, can amount to l or 200 axles. Further, even inthe case of a skilled operator who can visualize (on the recording) eachcar of the train, as represented by two spaced pairs of normaldeflections, there is ample room for human error in making the count.

Even if it be assumed, in the foregoing discussion of a priorartindicator, that the count relayed to the train personnel is accurate, itis then up to such personnel to make accurate use of the count. Here,again, human error is a possibility, in that the man who walks along thetrain (or who observes a roll-by) may well be distracted, or otherwiselose count.

In the foregoing prior-art system, if any one of the statedcontingencies takes place, accuracy is denied the system and theeffectiveness is lost.

As a partial solution to this problem, the prior art has provided meansfor automatically spraying a marking fluid at the train as it passes adetector station, whereby a visual indication is placed on the train ator near the location of the fault. However, the spray marking devices ofthe prior art have proved to be unsatisfactory from many standpoints.One outstanding need that is not fulfilled by the prior art markingdevices is the marking of trains moving at high speeds, say 60 miles perhour. It is sometimes desirable to observe train parameters at suchhigher speeds, and it is often impractical to slow an otherwise fasttrain merely to permit hotbox detection and subsequent marking.Unfortunately, the prior art spray marking systems do not functionproperly at high train speeds.

Further, even in those cases where the spray marking systems of theprior art provide an adequate spray of sufficient accuracy in connectionwith a slow-moving train, there has been no satisfactory indicationheretofore of the number and sequence of hotboxes as observed by trainpersonnel. That is to say, even where the train is suitably marked withpaint or the like at one or more locations, on one side or the other, orboth, there is a need to notify train personnel of the existence of afault, and preferably, also provide them with an indication of thenumber of faults, on which side of the train they exist and the sequencein which they appear along the train.

It is accordingly the primary object of the present invention to providean apparatus for indicating vehicle faults with vastly improvedaccuracy.

Another object of the present invention is to provide an apparatus forindicating vehicle faults with a greatly reduced chance of beingaffected by human error.

A further object of the present invention is to provide an apparatus forautomatically indicating vehicle faults to vehicle personnel as thefaults are observed.

Still another object of the present invention is to provide an apparatusfor automatically indicating vehicle faults to vehicle personnel as thefaults are observed with the vehicle proceeding at a normal speed.

Yet another object of the present invention is to provide an apparatusfor automatically indicating vehicle faults to vehicle personnel in adisplay including the number of faults observed and an approximation oftheir location in the sequence in which they were observed.

In accordance with the present invention, these and other objects areachieved by means of an apparatus for indicating vehicle faults observedby associated fault detectors, such as hotbox detectors,dragging-equipment detectors, loose-wheel detectors and the like. Theimproved apparatus for providing a fault indication is adapted toreceive information from a detector station comprising transducersdistinct from the indicating apparatus per se, and the apparatus of theinvention is, accordingly, designed in a sufficiently universal manneras to be operable in response to the various signals provided by therespective transducers presently available. Generally speaking, thetransducers employed at a detector station will include, in addition tothe fault detector, a transducer to indicate the presence of a train atthe detector station, along with an ancillary transducer for indicatingthe direction in which the train is traveling.

The apparatus of the present invention is operable in response to anelectrical signal indicating the presence of a train at the detectorstation to produce a recirculating flow of marking liquid through aclosed-loop system, whereby full pressure is produced and maintained inthe closed loop for the entire time period during which a train passesthe detector station. A normal direction of travel is assumed for agiven track, and a given spray manifold is normally conditioned for usein connection with trains traveling in that direction. Passage of atrain in an opposite or reverse direction is observed by a directionalrailside transducer, the output of which conditions a second spraymanifold for use in the event of a detected fault.

An alarm signal from the hotbox detector, or other fault detector, isapplied to two different portions of the apparatus of the presentinvention. On the one hand, the present indicator apparatus isresponsive to such an alarm signal to suddenly interrupt theaforementioned closed loop flow of marking fluid and at the same timeapply the full pressure of such flow to the preselected spray manifold(depending upon direction of train travel), resulting in a substantiallyinstantaneous spraying of the adjacent vehicle members for a period ofcontrollable duration. On the other hand, the present indicatorapparatus is also responsive to such an alarm signal to selectivelyenergize a series of paired lamps visible to train personnel, theselected energization being controlled as to sequence in such mannerthat the lighting of one or the other of a first pair of lamps indicatesa hotbox (or other fault) on one or the other side of the train at afirst location therealong, with the lighting of either lamp of anysubsequent pair indicating a fault on a respective side at subsequentlocations on the passing train. The lighting of both lamps of a givenpair indicates, for example, overheated bearings on both ends of asingle axle. Further, once either lamp in a given pair is lit,sequencing means serve to prevent the other from subsequently being lit,and subsequent faults, either singly or in simultaneous pairs, aredisplayed on other lamp pairs.

With the above and other objects and considerations in mind, theinvention itself will now be described in connection with a preferredembodiment thereof, given by way of example and not of limitation, inconnection with the accompanying drawings, in which:

FIG. 1 is a perspective view of a typical fault-detecting station withthe apparatus of the present invention installed therein,

FIG. 2 is a block diagram, both as to the electrical and hydraulicsystems, of the apparatus of the present invention,

FIG. 3 is a vertical section view of a portion of one of the manifoldmembers shown in FIG. 1, and

FIGS. 4 through 7 are schematic diagrams of the electrical circuitry ofthe invention, along with a schematic representation of the hydrauliccircuit thereof.

Referring now particularly to FIG. 1, a typical fault-detecting stationis shown therein, including a pair of hotbox detectors 10 and 12positioned on opposite sides of a railroad track comprising rails 14 and16 and a plurality of ties l8. Suitable additional presence anddirection detectors 20 and 22 are employed in any convenient manner toindicate both the presence of a train passing the detector station andthe direction in which it is passing, with the direction indicationpreferably being merely an indication of a reverse direction from anassumed normal direction. Suitable connections are employed between theseveral transducers l0, 12, 20 and 22 and central equipment locatedwithin the shack 24.

Two spray manifolds 26 and 28 are positioned on opposite sides of thetrack, adjacent respective rails 14 and 16 for use in connection withtrains passing the detector station in the normal direction, and twoadditional manifolds 30 and 32 are correspondingly positioned at aremote location (in FIG. 1) for trains passing the detector station onrails 14 and 16 in the reverse or opposite direction. Spray manifolds 26and 28 comprise a respective plurality of spray jets 34 and 36, with allthe jets 34 being interconnected by a main manifold member correspondingthereto, and all the spray jets 36 similarly being interconnected by amain manifold member. Each of the manifolds is connected to a conduitmeans comprising cross members 38 and 40 which are connected to a riser42 leading to a main hose or the like 44 which is connected withhydraulic pumping apparatus within the shack 24, as will be described inconnection with later figures.

On top the shack 24 is an indicator lamp array 46, which includes aplurality of paired lamps 48-50, 52-54 and 56-58, which serve as faultpresence and location indicators, as will be further described. Also,the indicator array 46 includes a rotating beacon lamp 60, as well as apilot lamp 62. As a matter of convenience, the electrical power foroperating all of the devices at the fault-detecting station shown inFIG. 1

may be taken from the alternating current line indicated generally at64, such alternating current power generally being available along therailroad right-of-way.

FIG. 2 shows the main elements of the apparatus of the present inventionin block diagram form, both as to the electrical and the hydrauliccircuits. As shown therein, the faultdetecting equipment with which theapparatus of the present invention is designed to operate is shownwithin the dotted line 66, including the fault-detector 10, the trainpresence indicator 20 and the train direction indicator 22 firstreferred to in connection with the description of FIG. 1. It will beunderstood that any suitable fault detector and means for indicating thepresence and direction of travel of a train may be employed with theindicating apparatus of the present invention, with the understandingthat the electrical outputs thereof are commensurate with those standardin the industry.

As may be seen in FIG. 2, the hydraulic system 68 of the presentinvention is under the control of both the train presence indicator 20and the fault detector 10, since the train presence indicator 20provides an output applied directly to hydraulic system 68 by means oflead 70. One output of fault detector 10 is applied by way of lead 72 toa jet time relay 74, the output of which is applied to the hydraulicsystem 68 by means of lead 76.

The output of the hydraulic system 68 is represented by the heavy line78 which extends to the directional switch 80, which is under thecontrol of the electrical output of train direction detector 22 (by wayof lead 82) to apply the hydraulic pressure in line 78 to eitherhydraulic line 84 or 86 to, in turn, supply the marking fluid of thehydraulic system to manifold 30 or manifold 26, respectively. If themanifold 26 is selected as the normal direction manifold, directionalswitch is normally disposed to connect line 78 with line 86,interrupting this connection and connecting line 78 to line 84 only uponthe application of a control pulse from train direction transducer 22through lead 82.

The output of fault detector 10 in FIG. 2 is also applied to logic unit88, one output of which is connected through timing circuit to theindicator array 46. The other output of logic circuit 88 is applied as asecond control to the jet time relay 74 by way of lead 92, as will befurther explained in connection with a subsequent figure of the drawingsherein.

It will be understood that the block diagram of FIG. 2 is schematic innature, and certain details in the apparatus of the present inventionare necessarily obscured, at least in part, in this schematicrepresentation. For example, the manifolds 26 and 30 in FIG. 2 actuallyare intended to represent, respectively, manifolds 26 and 28 andmanifolds 30 and 32, as disclosed in connection with the description ofFIG. I.

In the operation of the indicating apparatus as shown in block diagramform in FIG. 2, in the absence of a train in the vicinity of thedetector station, the components of the detecting and indicating devicesare substantially at rest. Upon the arrival of a train at the detectorstation, the train presence transducer 20 is activated, applying anelectrical signal by way of lead 70 to the hydraulic system 68,resulting in the activation of the hydraulic system, including theproduction and maintenance of a substantial hydraulic pressure in arecirculating system within the block 68 (in FIG. 2). Depending upon thedirection of approach of the train, the directional switch 80 isdisposed in the proper manner to connect the output of the hydraulicsystem represented by line 78 to the appropriate manifold 26 or 30,though only a very low pressure is existent in the hydraulic systemexternal to the box 68 at this time (in the absence of a detectedfault). Suitable check valves are supplied adjacent the respectivemanifolds to prevent the passage of fluid therethrough in the absence ofa relatively greater hydraulic pressure in the lines 84 and 86.

With the hydraulic system 68 activated to sustain a continuousrecirculating flow of marking fluid within a closed loop within box 68as long as the train is passing the detector station, the spray markingsystem is in a ready state, awaiting the occurrence of a fault.

Should a fault occur, the fault detector detects the fault and suppliesan electrical signal by way of lead 72 through jet time relay 74 to thehydraulic system 68 by way of lead 76. Jet time relay 74 serves to passthe signal to the hydraulic system 68 immediately, but maintains areplica or representation of the fault signal at the input of hydraulicsystem 68 for a sufficiently long period of time to assure properoperation of the hydraulic system. It will be understood by thosefamiliar with the hotbox detector art and the like that the actualelectrical signal supplied by the fault detector 10 may be a very narrowspike or pulse signal, whereas a significantly longer (though stillbrief) duration is needed for satisfactory operation on the hydraulicsystem.

Upon the application of the control signal from the fault detector 10 tothe hydraulic system 68, the latter is operable to suddenly interruptthe aforementioned recirculating flow of marking fluid, passing the flowthereof instead through the line 78, the directional switch 80 and therespective secondary line 84 or 86 to the manifold connected thereto. Inthis manner, the hydraulic pressure, having been produced and sustainedupon the approach of the train, is applied in full almostinstantaneously to the output line 78 and the subsequent linesinterconnecting the directional switch 80 and the manifold in question.

The output of the fault detector 10 is also applied to logic circuitry88, which, in cooperation with the timing circuit 90, controls thesequence of operation of the plurality of indicator lamps in the array46. These lamps, as shown in FIG. 1, are selectively energized toindicate the presence and approximate location of an observed fault.Upon the occurrence of a fault, not only is the rotating beacon 60activated, in order to call attention to the presence of a fault, butthe several lamps 48 through 58 are selectively energized as an aid inlocating the faults, as more specifically indicated by the spray ofmarking fluid having issued from the respective jet manifolds.

As to the detailed operation of the indicator array 46, let it beassumed that the normal direction of approach on the track comprisingrails 14 and 16 is toward the viewer in FIG. 1, thus rendering rail 14the right-hand rail and rail 16 the left-hand rail. Further, it isassumed that the faults observed by hotbox detector 10 will be displayedon the right-hand lamps 48, 52 and 56, while the hotboxes observed bydetector 12 will be displayed on left-hand lamps 50, 54 and 58. Upon theoccurrence of a first single hotbox, assumed to be on a bearing overrail 14, indicator lamp 48 will be lit, indicating that the first faultis on the right-hand side of the train. Concurrently with theenergization of indicator lamp 48, the wheels associated with the hotboxwere sprayed with marking fluid as a result of the actuation of thehydraulic system and the spray of marking fluid from manifolds 26 and28.

Having detected one hotbox, the apparatus is in a state of displayincluding the actuation of rotating beacon 60 and the lighting of lamp48. The logic circuit 88 (FIG. 2) prevents the subsequent lighting oflamp 50, the other lamp of the pair 48-50, and the next fault observedmust appear on either lamp 52 or 54, the two lamps comprising the nextsubsequent indicator pair. If it be assumed that the second faultobserved on the train passing the detector station be a pair ofoverheated bearings on opposite ends of the same axle, both hotboxdetectors l0 and 12 will be energized, resulting in the lighting oflamps 52 and 54. Again, logic circuitry 88 conditions the indicatorapparatus for displaying the next observed fault on either lamp 56 orlamp 58 (or both). If it be assumed that a fourth overheated bearing isdiscovered, this time by hotbox detector 12, the lamp 58 will be lit.

With the foregoing assumptions, the indicator array 46 is characterizedby lighted lamps 48, 52, 54 and 58, with lamps 50 and 56 being dark.This indication array instructs the train personnel to the efiect thatthe first fault is on the right-hand side of the train, viz. a singlehotbox at the spray-marked location on that side of the train. Further,at the second occurrence of spray marking on the train, hotboxes are inexistence on both ends of the same axle. Finally, the third location onthe train which is subjected to the spray marking has a hotbox on theleft-hand end of the axle marked.

In a preferred embodiment, the marking fluid constitutes an aluminumsuspension in an oil, thus providing a spray mark on the wheels of afaulty truck which is not only readily observable at night with the aidof a flashlight, but which is also easily removable, in view of thenon-drying characteristic of the marking fluid, as opposed to paint orother drying substances. Incidentally, in this connection it has beennoted in practice that where the inspection of the train is performed byefiecting a roll-by of the train, with a stationary observer, theseveral bright aluminum marks on the wheel carried by the faulty axlebearing produce a noticeable flicker effect, whether observed indaylight or by means of a hand-held flashlight or the like.

Since, in the preferred embodiment, the marking fluid of the presentinvention is characterized by undesirable settling, it is generallyadvisable to take appropriate steps to prevent the spraying of faultyvehicle equipment with pure oil, rather than the aluminum suspension inthe oil. One provision for preventing settling in accordance with thepresent invention is the aforementioned hydraulic system wherein uponthe approach of a train adjacent the detector station the recirculatingflow of marking fluid is established and maintained throughout thepassage of the train thereby. Further, and as shown in FIG. 3, theundesirable effects of settling in the manifold and the jet spraynozzles can be negated by a simple structural configuration which causeseven the first spray after an extended settling time to include asignificant proportion of the aluminum suspension. FIG. 3 shows a mainmanifold pipe 94 and an individual spray nozzle 96 in sectional view,with the outer end of the nozzle 96 and the interior of the manifoldpipe 94 being filled with relatively clear oil, in view of the settlingof the aluminum suspension particles 98 toward the lower portion of thespray nozzle 96. With this configuration, as the first pulse of sprayingliquid is applied to the manifolds, the aluminum particles 98 will beexpelled through the nozzle 96, and the liquid subsequently issuing fromthe nozzle will also be in a nonsettled condition, as a result of afurther recirculation path to be described.

FIGS. 4 through 7 disclose in detail the electrical circuitry of theapparatus of the present invention, including the associated alarmcircuits in FIG. 5, and also showing a schematic representation of thehydraulic system in FIG. 4. The interconnection between the severalelectrical circuits of FIGS. 4 through 7 is shown in connection withterminal board nomenclature, the particular connection between a giventerminal in one figure being understood to be made to one or moreterminals of other figures as indicated by the particular terminal boardpin reference thereon. For example, the center or common line of thealternating current supply indicated in FIG. 5 bears the legend TB3-3,indicating that it is connected to pin 3 of terminal board 3, FIG. 4.The two hot sides of the alternating current supply are connected torespective pins 1 and 2 of terminal board 3.

Referring now in particular to FIG. 4, the hydraulic circuit of theapparatus of the present invention is shown therein, with several of theelements in FIG. 4 corresponding to those shown in FIG. 1 and bearingthe same reference numerals. For example, normal direction manifolds 26and 28 are adjacent tracks 14 and 16, respectively, and reversedirection spray manifolds 30 and 32 are similarly positioned adjacentthe respective rails.

The hydraulic system of the present invention includes a marking liquidreservoir 100, a pump 102 driven by a motor 104, an electricallyoperated valve 106 and several interconnecting pipes or fluid conduits108, 110, 112 and 114. The fluid circuit comprising the reservoir 100,the pump 102 and the normally open valve 106 constitutes a recirculatingor closed loop liquid flow path, with the motor driven pump 102 servingas the means for creating the liquid flow. An additional pipe 116interconnects the junction of pipes l 10 and 112 with a pair ofelectrically operated valves 118 and 120, the former being normally openand the latter being normally closed. Ac-

cordingly, pipe 116 is normally connected to pipe 44, which, in turn, isconnected through check valve 122 to a branched pipe leading tomanifolds 26 and 28. Similarly, the valve 120 is in communication with apipe 124, which, in turn, is connected through a check valve 126 to abranched circuit leading to manifolds 30 and 32. The check valves 122and 126 are designed to withstand the relatively small pressure in pipe1 16 (as communicated through pipe 44 or pipe 124, respectively) for thenormal condition in which solenoid-operated valve 106 is open, the majorportion of the liquid flow produced by pump 102 taking place throughvalve 106 and back to reservoir 100. Upon actuation of thesolenoid-operated valve 106, as will be further explained, therecirculating flow of liquid is suddenly interrupted, placing the fullpressure produced by pump 102 on line 116, through pipe 44 or pipe 124,depending upon which of valves 1 18 and 120 is open. Upon theapplication of this relatively greater pressure in either pipe 44 or124, the respective check valve 122 or 126 is overcome, and the liquidin the pipe in question is passed to the respective manifolds.

An additional feature of the hydraulic circuit which is shown in FIG. 4is the relatively small diameter bleeder lines 128 and 130, which,respectively, provide a recirculation path from pipes 44 and 124 to amain return line 132 of correspondingly small diameter leading back tothe liquid reservoir 100. As was mentioned previously, it is desirableto maintain the marking fluid in a state of agitation to preventsettling of the aluminum particles therein. As may be seen in the fluidcircuit just described, whenever the pump 102 is operated, even therelatively small pressure initially present in pipe 116 and the alertedcircuit including pipe 44 or pipe 124 is sufficient to produce a smallrecirculating flow of the marking fluid through pipe 128 or 130 toreturn pipe 132 and the closed loop recirculatory system.

The control circuitry for energizing the hydraulic circuit shown in FIG.4 includes a motor control relay 134 having a plurality of contacts asshown, two of which, when closed, complete a circuit through motor 104between pins 2 and 3 of terminal board 3, which pins, as previouslystated are also across one side of the alternating current supply shownin FIG. 5.

FIG. 5 shows a portion of the circuitry normally existent at a faultdetecting station such as that shown in FIG. 1. More particularly, thenormally open train presence contacts 135 and 136 are closed uponactuation of the train presence detector 20 of FIG. 1, and the normallyopen alarm or fault contacts 138 and 140 are closed upon actuation ofone or the other of the hotbox detectors l and 12 in FIG. 1. Further,the movable contact 142 of the reverse direction switching circuit isnormally in the position shown in FIG. 5, in Contact with the lowerfixed contact which is connected to pin 11 of terminal board 3; uponactuation of the reverse direction detector 22 in FIG. 1, the movablecontact 142 in FIG. is moved to the upper contact shown therein, thelatter being connected to pin 0 of terminal board 3.

The fault alarm contacts 138 and 140, one for each of the two sides ofthe railroad track, are connected to two main circuits, viz., a spraymarking control circuit shown in FIG. 6 and a logic sequence circuitshown in FIG. 7 which controls the operation of the several lamps inindicator array 46, the latter being shown in FIG. 6.

The input to the jet or marking spray time-controlling relay 144 is madeby way of isolating diodes 146 and 148, whereby the jet time relay 144is energized from the positive DC source indicated by the legend +24.The primary function of the jet time relay 144 is to close a circuitbetween pins 1 and 13 of terminal board 3, thus completing a circuitfrom the hot side of the alternating current supply at TB3-l through thecontacts of jet time relay 144 to TB3-13, TBS-8, the coil of valve 106(FIG. 4), TB4-3 to the common side of the alternating current supply atTB3-4.

The closure of the alarm or fault contacts 138 or 140 also completes anenergizing circuit through either alarm repeater relay 150 or 152, shownin FIG. 7. Each of these alarm repeater relays 150 and 152 is associatedwith a succeeding chain of logic circuitry, including respective controlelements in the form of silicon controlled rectifiers 154 and 156, eachof which is in control of a respective series of relays which controlthe energization of the several lamps in the indicator array 46. Theseveral relays controlled directly by SCR 154 bear the referencenumerals 1HBR-1, ll-IBR-Z and 1I-lBR-3, indicating that they are hotboxrelays related to a first rail (denoted by the initial numeral 1) andthat they are operated in sequence in the order of the last numeral 1, 2or 3. Similarly, SCR 156 is in control of a second series of hotboxrelays bearing the reference numerals ZHBR-l, 2I-IBR-2 and ZHBR-3,indicating the sequential operation of the several relays pertaining tothe fault detector adjacent the second rail. As will be furtherdescribed in connection with the operation of the electrical circuitryshown in FIGS. 4 through 7, these two series strings of HBR relays arealso mutually intercom nected to provide the proper sequencing asbetween faults observed on different rails.

The operation of the electrical circuitry shown in FIGS. 4 through 7will now be described, without further elaboration upon the circuitelements shown, except insofar as is required in connection with theoperational description. It is assumed for the purposes of thisdescription that no train is present at the detector station, andaccordingly the contacts of the associated detector equipment shown inFIG. 5 are in the positions shown therein. Further, all of the relaysand other electrical components are in the unenergized condition, withthe exception of an alarm stick relay 158, shown in FIG. 6. Thus, theseveral contacts associated with alarm stick relay 158 are shown intheir operated or relay-energized positions.

With the alarm and indicator circuitry idle, except for the normallyenergized alarm stick relay 158 (as mentioned above), the motor 104 inFIG. 4 is not energized, and the pump 102 is therefore idle.Accordingly, there is no fluid flow, either through the recirculatingpath including valve 106 and reservoir or through the several pipesleading to the trackside spray manifolds. If it now be assumed, however,that a train approaches the detector station in the normal direction,the contacts 135 and 136 (FIG. 5) of the train presence transducerclose, with the movable contact 142 of the reverse direction detectorremaining in contact with the lower stationary contact therefor, asshown in the drawing. Closure of the contacts 134 establishes a circuitbetween terminals TB3-2 and TB3-6, the former being one hot side of theAC input, and the latter being connected to the motor controlling relay134 through TB4-6. The other side of the coil of relay 134 is connectedto TB4-3 and, thus, to the common line of the AC input at TB3-4 andTB3-3. Closure of contacts 136 also completes a circuit from the hotside of the AC supply at TB3-2 through contacts 136, contact 142 and itslower stationary contact, TB3-11, the coil of normal direction solenoid118 (FIG. 4) and back to the common side of the AC input at T834 andTBS-3.

Thus, with a train passing the detector station, the aforementionedcircuits are established, resulting in the energization of the motorcontrol relay 134 and the normal direction solenoid operated valve 118.Energization of the motor control relay 134 causes the contacts thereofto pick up, completing a circuit through motor 104 between the hot sideof the AC input at TB3-2 and the common AC line at TB3-3. Uponenergization .of the motor 104, pump 102 recirculates the marking fluidfrom the reservoir 100, through pipe 108 and into pipes and 112, throughnormally open valve 106 and then through pipe 1 14 to the reservoir 100.Since this recirculating or closed loop flow path offers relativelylittle resistance to pressure generated by pump 102, esepcially incomparison to the resistance offered by check valves 122 and 126, alongwith the relatively small diameter return pipes 128, and 132, most ofthe fluid pumped by pump 102 is passed through the recirculatory path,and only an amount sufficient to prevent settling of the marking fluidis passed through the pipes 116, 44, 124, 128, 130 and 132. Thehydraulic circuit is thus in a ready or alerted condition, withhydraulic pressure produced and maintained therein as long as a train ispassing the detector station. If no train fault is detected duringpassage of the train, no further action takes place, and after the trainhas left the station, the train presence contacts 135 and 136 againopen, interrupting the circuit for motor control relay 134, which, inturn, de-energizes the motor 104, returning the apparatus of the presentinvention to its idle state.

It should be noted here that the alarm stick relay 158 is normallyenergized in this otherwise idle condition of the circuit, the relay 158having two circuits normally completed from the 24 volt DC supplyindicated in FIG. 6 through the coil of alarm stick relay 158. One ofthese circuits is completed through contacts 12 and 13 of relay 158, aswill be further described. The other circuit normally maintaining relay158 in its energized state includes the normally closed contacts 160 and162 of the motor control relay 134, which contacts normally complete acircuit between TB319 (also one of the terminals of the coil of alarmstick relay 158) and TB317, which is connected to ground or the returncircuit for the 24 volt DC source. Upon the approach of a train, alongwith closure of contacts 135 (FIG. 5), the motor control relay 134 isoperated, and the normally closed contacts 160 and 162 thereof areopened, resulting in an interruption of one of the circuits for alarmstick relay 158. However, the second or holding circuit for relay 158 ismaintained through contacts 12 and 13 thereof, as will be furtherexplained.

Should the train have been assumed to arrive from the other direction,the reverse direction transducer 22 in FIG. 1 would have caused movablecontact 142 to pick up, breaking the normally closed circuit and makingthe circuit with the upper contact, the latter being connected to TBS-9and the reverse direction solenoid operated valve 120 in FIG. 4.Otherwise, the presence of the train at the station, traveling in thereverse direction, would produce the same results as described inconnection with the normal approach.

Upon the detection of a fault in the train passing the detector station,one of the sets of contacts 138 and 140 in FIG. 5 will be closed toinitiate the circuit operation leading to spray marking and illuminationof an appropriate lamp in the indicator array. Let it be assumed thatcontacts 138 are closed by the presence ofa train fault, resulting inthe closing of the circuit between TB3-l5 and TB3-17, the latter being acommon or ground circuit. As may be seen in FIG. 6, the now completedcircuit from ground to TB3-l5 is connected through rectifier 146 to jettime relay 144. Further, this now completed circuit from ground throughTBS- is also connected to the coil of relay 150 in FIG. 7. Had thecontacts 140 in FIG. 5 been closed in response to a fault on the otherside of the passing train, a circuit would have been completed betweenTB3-18 (common or ground) and TBS-16, the latter also being connectedthrough rectifier 148 to the jet time relay 144, as well as to the coilof relay 152 in FIG. 7.

The grounding of either circuit through rectifier 146 or 148 in FIG. 6completes an energizing circuit for jet time relay 144 to the 24 volt DCsource indicated, resulting in the operation of the relay 144 withconsequent closing of the circuit between TB31 (one hot side of the ACsource) and TBS-13 and TB3-8, to the coil of the spray control valve106, the other side of this coil being connected to AC common throughTB4-3 and TB34. As was previously described, operation of the spraycontrol valve 106 interrupts the recirculating flow of marking fluid,resulting in an almost instantaneous spray from the selected manifolds.

The time period during which jet time relay 144 remains energized inorder to assure a proper spray function at the selected manifolds iscontrollable by the adjustment of variable resistor 164, which governsthe rate of discharge of capacitor 166, which was previously chargedfrom the 24 volt DC source through normally closed contacts 5 and 6 ofjet time relay 144. Thus, the capacitor 166 serves as a holding sourcefor the jet time relay 144, in accordance with the RC discharge timedetermined by the setting of variable resistor 164.

The aforementioned closing of a circuit from the ground or common linethrough contacts 138 and TB3-l5 to the coil of alarm repeater relay 150in FIG. 7 results in the actuation of that relay by means of the 24 voltDC source shown. The resulting closure of the normally opened contacts12 and 13 of relay 150 results in the brief application of the 24 voltDC source through a shaping circuit including the diode 168, resistor170, diode 172, capacitor 174 and voltage-dividing resistors 176 and178, the center tap between which is applied to the controlling elementof SCR 154. The SCR 154 accordingly becomes conductive, establishing apath from the ground or common circuit through the SCR, the normallyclosed contacts 6 and 5 of relay lHBR-l, the normally closed contacts 9and 8 of relay 2HBR1 and through the coil of relay lHBR-l to the 24 voltDC source. In this manner, relay lHBR-l is energized, and all of thecontacts associated therewith pick up.

The energization of the first hotbox or other fault relay lI-IBR-lresults in the opening of its normally closed contacts 14 and 15 in theholding circuit for alarm stick relay 158 in FIG. 6, and this relay 158is thereupon de-energized, with all of the movable contacts thereofmoving to their lower stationary contacts. Further, the normally opencontacts 12 and 13 of lI-IBR-l are now closed, completing a holdingcircuit through the coil of lI-lBR-l to ground through the now closedcontacts 8 and 9 of alarm stick relay 158 in FIG. 6. Thus, relay lI-IBR1is held energized as long as the train is passing the detector station,being de-energized only upon the opening of contacts 8 and 9 of thealarm stick relay 158, a result of the reenergization of that relaythrough TBS-19, contacts 160 and 162 of motor control relay 134 andground through TB3-l7 when the motor control relay 134 is againde-energized as the train presence contacts 135 open.

Energization of relay ll-lBR-l opens normally closed contacts 5 and 6thereof, connecting movable contact 6 with stationary contact 7 tocomplete a circuit from SCR 154 to relay ll-IBR-Z through normallyclosed contacts 5 and 6 of lHBR-Z and normally closed contacts 9 and 8of 2I-IBR-2, thus readying the circuit for indication of a second faulton this side of the train.

The energization of lI-IBR1 also interrupts the normally closed (subjectto the conduction of SCR 156) circuit to 2l-IBR-l by means of theopening of contacts 8 and 9 of IHBR-l, with the consequent closing ofcontacts 9 and 10 thereof, connecting SCR 156 through normally closedcontacts 5 and 6 of 21-IBR1 and the now closed contacts 9 and 10 oflHBR-l to the normally closed contacts 5 and 6 of 2l-IBR-2, the normallyclosed contacts 9 and 8 of lI-IBR2 and the coil of 2HBR-2 to the 24 voltsource. Thus, it may be seen that upon the energization of lI-lBR-l,without simultaneous energization of ZI-IBR-l, the enabling circuit ofZI-IBR-l is interrupted, with the circuit then being enabled for 2HBR-2.As a result, if, as has been assumed, only one fault is detected at afirst location on the train, resulting in the actuation of IHBR-l (and acorresponding lamp in the indicator array), a second fault observed onthe same side of the train will necessarily result in the energizationof 1l-IBR-2, whereas a first fault on the opposite side of the trainwill result in the energization of 2I-IBR-2. In other words, once onlyone of the first pair of HBR relays is energized, the other is thereupondisabled. Of course, if a train were passing with hotboxes on both endsof a single axle, both contacts 138 and 140 would be closed, resultingin the operation of both alarm repeater relays and 152, along withsimultaneous conduction in SCR 154 and SCR 156, resulting insimultaneous operation of lI-IBR-l and 2HBR-l. It will be understoodthat if ZI-IBR-l were operated initially, the ll-IBR-l relay would havesimilarly been disabled, since the circuitry resulting in the step-wiseor sequential operation between ll-IBR-l, lHBR-Z and lHBR-3 is identicalto that for 2HBR-1, 2I-IBR-2 and 2HBR-3, and the interlocking circuitrybetween these two strings of relays is also symmetrical.

Upon the operation of any one of the six relays bearing the HBRnomenclature, the corresponding normally open contacts 18 and 19 thereofclose to complete an energizing circuit to the corresponding lamp in theindicator array, by means of the circuits connected to terminal boardT82. For example, closure of contacts 18 and 19 of lHBR-l completes theenergizing circuit through TB2-1 to the lamp labeled lHB-l in the arrayshown in FIG. 6, the return or common circuit passing through pin 8 ofterminal board TB2, also energizing an auxiliary pilot lamp ll-lB-10.

In connection with the sequential operation of the logic circuitryincluding the six l-IBR relays, it should be noted that after theactuation of either of the third relays lHBR-3 or 2HBR3, the normallyclosed contacts 14 and 15 thereof open, disabling the circuit from theDC source in FIG. 6 to the jet time relay 144, thus preventingsubsequent operation of the jet time relay and the hydraulic system, asa safeguard against spray-marking an entire train in response tospurious signals from a faulty detector system.

An adjustable time-delay relay 180 in FIG. 6 is provided as aconvenience in maintaining a given indication shown by the indicatorarray 46 for a time period after the passage of the end of the trainpast the detector station. Time delay relay 180 is energized throughcontacts 5 and 6 of the alarm stick relay 158 from the 24 volt DC sourceconnected to contact 6 thereof when the alarm stick relay is in itsde-energized state, resulting in closure of contact 6 on contact 5. Thisapplication of the 24 volts through contacts 6 and 5 of relay 158 closesa circuit between terminal 9 of adjustable time delay relay 180 andterminal 7 thereof, paralleling the holding circuit for all of the HBRrelays through contacts 8 and 9 of alarm stick relay 158. Further, theenergization of time delay relay 180 closes a circuit between TB2-7 atterminal 3 of relay 180 and a 10 volt AC source at terminal 1 thereof,this 10 volt AC source also being the source for energization of thelamps in the indicator array 46. As will be remembered from a previousportion of this description, when the last car of the train leaves thedetector station, the alarm stick relay 158 is once again energized,opening the HBR relay holding circuits through previously closedcontacts 8 and 9 of the relay 158, while also opening the energizationcircuit for the time delay relay 180. Were it not for the parallelholding circuit through terminals 9 and 7 of relay 180, the previouslyactuated HBR relays would then drop out, de-energizing the correspondinglamps in the indicator array. Since it is convenient to maintain thisindication for a length of time after the train passes the detectorstation, as a convenience to the train personnel, the time delay relay180 continues to maintain the holding circuit for any actuated HBRrelays for a preselected delay time before dropping outand de-energizingthe indicator circuits. Further, upon energization of the time delayrelay 180, the rotating beacon 60 (FIG. 1) is energized by means of theconnection through TB2-7, and the motor for rotating the beacon, shownas a DC motor 182 in FIG. 6, is energized through the same pin 7 ofterminal board TB2, by way of the rectifying circuit indicated generallyat 184. Obviously, the motor 182 could be an AC motor, and the rectifiercircuit 184 is then unnecessary. Incidentally, it is generally desirableto supply a brief time delay in the operation of the train presencecontacts 135 and 136 FIG. 5) as they drop out or reopen.

The invention has been described in considerable detail, especially inconnection with its application to the use of hotbox detectors adjacenta railroad track. However, it will be apparent to those skilled in thisart that the apparatus of the present invention is equally applicable toother fault detectors, including loose-wheel detectors, draggingequipment detectors and the like. Further, the utilization of theapparatus of the present invention is not limited to the railroad an,since it may with great facility be adapted to observe vehicles passinga detection station adjacent any vehicular traffic path.

What is claimed is:

1. An apparatus for indicating vehicle faults observed by afault-detecting device and a cooperating approach-detecting device,comprising means ad acent a vehicular traffic path and automaticallyoperable in response to an output signal from an associatedapproach-detecting device for establishing a source of fluid underpressure,

means for directing a flow of fluid toward vehicles in such trafficpath, and

means operable automatically in response to the observance of a fault ina vehicle traversing such traffic path for passing fluid under pressurein said source to said flowdirecting means, whereby a vehicle portionadjacent the observed fault is marked by the fluid issuing from saidflow-directing means.

2. An apparatus for indicating vehicle faults observed by afault-detecting device in accordance with claim 1, wherein saidvehicular traffic path comprises a railroad track, and saidflow-directing means comprises means mounted adjacent such track forspraying fluid at railroad vehicles traversing such track.

3. An apparatus for indicating vehicle faults observed by afault-detecting device in accordance with claim 2, wherein saidflow-directing means comprises a plurality of means mounted adjacent oneside of such track.

4. An apparatus for indicating vehicle faults observed by afault-detecting device in accordance with claim 1, wherein said meansfor providing a source of fluid under pressure comprises a fluid pumpdriven by an electrical motor.

5. An apparatus for indicating vehicle faults observed by afault-detecting device in accordance with claim 1, wherein said meansoperable in response to the observance of a vehicle fault comprises asolenoid-operated fluid valve.

6. An apparatus for indicating vehicle faults observed by afault-detecting device in accordance with claim 1, and including secondmeans operable in response to the observance of vehicle faults toprovide a display of the number and relative location of faults observedin a given vehicle.

7. An apparatus for indicating vehicle faults observed by afault-detecting device in accordance with claim 6, wherein said displaycomprises a plurality of selectively energized lamps.

8. An apparatus for indicating vehicle faults observed by afault-detecting device in accordance with claim 7,

said display including a first and a second plurality of lampsrespectively associated with faults observed on first and second sidesof a vehicle,

means operable in response to faults observed at a first position alonga passing vehicle to selectively illuminate the first lamps of each saidplurality in accordance with the presence of faults on respective sidesof the vehicle at such first position,

means operable in response to faults observed at subsequent positionsalong such passing vehicle to selectively illuminate the respectivesubsequent lamps of said plurality in accordance with the presence offaults on respective sides of such vehicle at each such subsequentposition, and

means operable in response to the illumination of only one of the pairof lamps corresponding to a given position along such vehicle to preventsubsequent illumination of the other of such pair until after thepassage of such vehicle.

9. An apparatus for indicating vehicle faults observed by afault-detecting device in accordance with claim 6, and including meansto maintain such display for a selectable time subsequent to the passageof such vehicle.

10. An apparatus for indicating vehicle faults observed by afault-detecting device in accordance with claim 6, wherein said displayincludes a rotary beacon lamp to indicate the presence of a fault on apassing vehicle.

1. An apparatus for indicating vehicle faults observed by afault-detecting device and a cooperating approach-detecting device,comprising means adjacent a vehicular traffic path and automaticallyoperable in response to an output signal from an associatedapproach-detecting device for establishing a source of fluid underpressure, means for directing a flow of fluid toward vehicles in suchtraffic path, and means operable automatically in response to theobservance of a fault in a vehicle traversing such traffic path forpassing fluid under pressure in said source to said flow-directingmeans, whereby a vehicle portion adjacent the observed fault is markedby the fluid issuing from said flow-directing means.
 2. An apparatus forindicating vehicle faults observed by a fault-detecting device inaccordance with claim 1, wherein said vehicular traffic path comprises arailroad track, and said flow-directing means comprises means mountedadjacent such track for spraying fluid at railroad vehicles traversingsuch track.
 3. An apparatus for indicating vehicle faults observed by afault-detecting device in accordance with claim 2, wherein saidflow-directing means comprises a plurality of means mounted adjacent oneside of such track.
 4. An apparatus for indicating vehicle faultsobserved by a fault-detecting device in accordance with claim 1, whereinsaid means for providing a source of fluid under pressure comprises afluid pump driven by an electrical motor.
 5. An apparatus for indicatingvehicle faults observed by a fault-detecting device in accordance withclaim 1, wherein said means operable in response to the observance of avehicle fault comprises a solenoid-operated fluid valve.
 6. An apparatusfor indicating vehicle faults observed by a fault-detecting device inaccordance with claim 1, and including second means operable in responseto the observance of vehicle faults to provide a display of the numberand relative location of faults observed in a given vehicle.
 7. Anapparatus for indicating vehicle faults observed by a fault-detectingdevice in accordance with claim 6, wherein said display comprises aplurality of selectively energized lamps.
 8. An apparatus for indicatingvehicle faults observed by a fault-detecting device in accordance withclaim 7, said display including a first and a second plurality of lampsrespectively associated with faults observed on first and second sidesof a vehicle, means operable in response to faults observed at a firstposition along a passing vehicle to selectively illuminate the firstlamps of each said plurality in accordance with the presence of faultson respective sides of the vehicle at such first position, meansopErable in response to faults observed at subsequent positions alongsuch passing vehicle to selectively illuminate the respective subsequentlamps of said plurality in accordance with the presence of faults onrespective sides of such vehicle at each such subsequent position, andmeans operable in response to the illumination of only one of the pairof lamps corresponding to a given position along such vehicle to preventsubsequent illumination of the other of such pair until after thepassage of such vehicle.
 9. An apparatus for indicating vehicle faultsobserved by a fault-detecting device in accordance with claim 6, andincluding means to maintain such display for a selectable timesubsequent to the passage of such vehicle.
 10. An apparatus forindicating vehicle faults observed by a fault-detecting device inaccordance with claim 6, wherein said display includes a rotary beaconlamp to indicate the presence of a fault on a passing vehicle.